MONZTER
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Posts posted by MONZTER
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Hey Guys,
Don't know if this helps or not, but here is what I did to increase the offset and strength of the rear of my 240.
I got some rear control arms from a 85 300zx turbo, stubs and companion flanges. The bearing hub on this arm is welded on to the control arm. I cut the bearing hub off and cleaned up the left over welds making the OD of the hub concentric with the ID. So now I have a perfect set of bearing hubs. Next I took my 240 strut and removed the strut tube from it leaving only the casting (so it will fit in my lathe). I chucked this up in the lath and cleaned the ID of the casting. The ID of the casting is now exactly the correct size of the OD for the 300ZX hub. I then pressed fit the hub into the 240 strut casting and then welded around it with 309 stainless. So now the 240 strut uses 300zx turbo stub axle, bearings, companion flanges, CV axles and my offset is +20 mm to work perfectly with 40 offset wheels and no spacers.
I hope this make sense? Here are some pictures, and some numbers. Click on the pictures to go to my gallery for more more and bigger views.
Jeff
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I got all my parts from Motorsport Auto (MSA) Sal ordered them for me. He had a hard time finding the inner pinion bearing. I would not do it again, don’t think I gained anything from doing it except learning what a pain in the #$%$^ it was. I was installing a Quaiffe which doesn’t fit back into the diff housing with the side bearings installed. You have to press them on through the side holes. You then check the pinion height to find out it needs adjustment, how do you get the side bearings back off to remove the diff and get the pinion back out to shim it? Many hours of work that’s how. I had to make a special puller. Learn from our mistakes, don’t fix what ain’t broke.
Good Luck
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It IS in the Factory Service Manual FSM
Thats what I used
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Well good news,
A very generous person on this forum has agreed to do some CFD on this plenum design. I also met with my machinist friend, and priced out the material. He said I could run the part on his brand new Fadal 60x30 CNC. This is great news and it seems like it is going to be a go for me to build one and test it out.
Thanks Jeff
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I measured the worm gear on the main shaft for both the 71B and 71C that drives the spedo. Both were the same size. The 71C was plastic and the 71B metal. Both interchanged.
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I have a fs5w71c and the factory service manual does not correctly identify my synchronizer hubs so I have no idea how they go. Any help/pictures of your fs5w71c tranny internals would be appreciated.
They both have the right angle cutout on one face, but then on the other face one is chamfered and the other is flat.
Now it the manual they show the 3rd and 4th hub as having the cutout and chamfer on the front side and the back is also chamfered.
Then the 1st and 2nd hub has a right angle cutout on the front with a chamfer on the rear face.
Also, just to make sure they do refer to the "front" of the tranny as the motor side of the tranny, correct?
look at the micro fische for the 85 or earlier 71c box from a 300zx, the syncro rings were different and sound like what your talking about
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Jeff,
I would probably recommend making it a sandwich design so the bit that seperates the plenums is simply bolted together between the two halves. Then you can not only adjust the shape/profile/size of the slot, but you can remove it altogether, all by undoing a few bolts.
Dave
Similar to what I had planned, but I was going to tack weld it together for testing on a flow bench, and then weld it up when happy with the results. You can see inthe cut away all the extra material I left in the slot area so it can be made wider if it needed to be.
I am trying to figure out how to measure the pressure loss problem with out the software??
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Thanks for the link Dave, good reading.
Very depressing reading actually. I do not have access to the CFD, so it sounds like it would be impossible to get the right configuration with out the software. My design so far is just based on what I have seen and read. I have very little to no experience in fluid dynamics, and I would hate to build this manifold to have it be worse than a simple open plenum design. HMMM what to do, risk it and make one - possible wasting the time and money, or go with what we know and make something like a plenum used on the RB motors.
I hate problems like this when my hands are tied by my limited resources. Making it is the easy part for me. I don't think common sense will work on this project.
Thanks Jeff
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I started a thread a few days ago regarding the shape of air horns for the new intake plenum I am working on for my Turbo L-28. Here is a link http://forums.hybridz.org/showthread.php?t=127653
So I have begun to develop the shape and design of the plenum itself. Been doing a bunch of reading on this forum as well other sites. Seems like everybody is trying to do the same thing, get the air as smoothly and evenly into each intake runner. Ron Tyler made a nice looking manifold, but determined there was room for improvement. I have also heard Tony D talk about the internal baffles on the Japanese plenums used back in the day. This is where I began my design. Luckily, no one ever re-invents the wheel and I found exactly what I was looking for on some 80's Audi rally cars. Check the link http://www.bufkinengineering.com/intake%20manifolds.htm and pics below:
Here is also a link to some stuff BMW was doing (big Volume boxes) http://e30m3performance.com/tech_articles/engine-tech/airbox_symposium/page5.htm
So you can see in the pictures of the Audis, they are putting the air into a sub-chamber that then lets the air enter the main plenum evenly the entire length it. This will eliminate the action of the air passing the first few ports and favoring the back ports. I think this is more of a problem on turbo applications as opposed to NA.
So I designed a plenum with the same concept as above with the following specs.
-Plenum volume (without the sub plenum and air horns = 5853cc
-The area of the 3-inch sub plenum tube where it enters the bottom is 45.6cm
-The area of the slot between the two chambers is a little bigger at 57.4cm. Extra material is designed into the slot area to allow enlarging or changing the shape after testing.
Here are some pics of the concept so far:
In this cross section you can see the slot connecting the two chambers-
this view kinda looks like the inside of a turbo when looking down the outlet-
You can see the clean entry into each runner-
And the cross section of the chambers-
I saw in Ron Tylers design that someone on this forum did a CFD analysis of his design. I can provide any type of 3-D file of this idea if anybody is interested in doing some CFD work on it and seeing how it looks.
So I am looking for comments suggestions or simply holes blown in this concept. Thanks
Jeff
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Devcon - Not on the intakes, I'll weld before that, but to fill the port floors in with the raised intake ports yes. Its actually Manley 2 part epoxy material specifically for the job (probably made by Devcon) TWM also used to make thin CNC throttles like only 20mm wide, but I had these already and one set of injectors far back were already there.
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So I modeled up a quick plenum to see how the shape of the horn would interact with the shape of the plenum. The shape is no where final, just to show the ideas. I am thinking the square ones are looking smoother and more streamlined (less flat bottom) What are you guys thoughts? I just started doing research into the plenum shape and volume. Do you guys have any link suggestions for good reading on the subject? I have read all I can find on the forum here. Good stuff
Thanks Jeff
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Tim was correct, The throttles were made from pieces starting with a set of TWM 46mm bodies and intake. The flange was cut off the intake runners and then the runners were seperated and machined at 20 degrees to improve the entry of the runner into the head as well as increase the distance from the header to the bottom of the bodies (less heat). I made the flanges to be 4 bolt instead of 6 bolt for the purpose of adding a second set of injectors in the flanges pointing right at the back of the valves. The parts were all welded up and then smoother out to look like cast again. I added a bunch of material to the inside radius of the runners to smooth them out as well as giving more material to straighten out the inside of the runner. The path is much straighter than it looks from the outside. The flange mounted injector bosses are not welded in yet, they will be smoother in as well. Here are some pics of the process.
Sorry if there are too many pictures.
Jeff
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Yes Wiggins clamps. You will never see hump hoses used on the upper echelon of motorsports. (Not that my car is that, I just want to pretend)
The Wiggins clamps offer 3 degrees of float per end and the bore inside remains smooth and free of any turbulence causing "humps" in the plumbing. They also are 1 hand quick release, no tools needed. They are so good, except the color purple, but it is a Mil Spec specification for this type of fitting, just like the red and blue on AN fittings.
Tony, FWIW I fully appreciate your insight and ability to apply your real world experiences to so many different areas. Really nothing much from an engineering standpoint is new anymore, much of it is simply reapplying ideas and techniques from one industry to another. This can be as obvious such as military to automotive, but it takes a real creative person to see the brilliance in the simplest most unappreciated things we take for granted.
Jeff
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Hi Guys,
Thanks again for the input. I can see your point that is probably such a small difference it probably won’t make a difference. The truth is, I am just a freak about this sort of stuff. I am really trying to look at every part of the system, and push it for a "textbook" approach. Bottom line is I like the challenge of figuring it all out. Here are some pics of my build. You can see how I am looking at everything from headers being equal length, to minimizing bends in the plumbing to simply how the air flows in and out of the intercooler. The horn in the question above will be built into a carbon plenum for my ITB set up. Sounds like I will stay with the round inlets.
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I run the Victoracer 265-45-16 on 16x8 Panaracer wheels under stock fenders with rolled lips. The Victoracers are kinda old school with their sizing, narrow and a little tall. A 265 Hoosier is waaay wider than the Victoracer.
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Packaging. No Luminetion Barrel Throttles in the works Jeff?
Muahahahahaha! 45 mm hole with tip in characteristics like a 40mm, and WOT flow comparable to a 48.....
Thanks Guys,
Trust me Tony, Barrels mm,mm good, looked into it, but I have to finish this thing up one of these years, oh ya, and not spend all of my kids college money..
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Absolutely. a good flowing intake will make more horsepower with less boost then a poor flowing intake at higher boost numbers.
Yes, Very simply put this is what I am trying to do. I have seen intakes with Square and Oval shapes on the big end but can’t determine if it is for packaging or for improved flow. I will try to find the pictures. I believe one was on a Corvette LeMans Engine. Another picture I saw was on some V-12 exotic.
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Hey,
I am working on my plenum for my turbo individual throttle body set up. Do any of you have opinions which shape would be more effective? The first one is round 88mm big end, 90mm long, 46 at the body. The second one id 88mm square big end, 90mm long, 46 at the body. Both are tangent on the big end and flat to the floor (not protruding into the plenum)
Thanks for the input. Jeff
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Wow, How big is your tool box?
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Hi Tim,
My specs were for the original question, main cap studs.
Jeff
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The instruction sheet said 60ft/lbs only with ARP moly lube. There was no other spec for oil.
Jeff
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60ft/lbs torque with ARP moly lube
Oil or lube in the block after chasing threads. ARP moly lube on threads, nuts and washers.
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Hey good job,
I am an Industrial Designer/Engineer and remember doing those projects way too many years ago. I can’t stress enough how important those types are projects will be for your future career. The best ideas are not worth anything if you can’t show your client what’s in your mind. Another benefit is simply understanding the process needed to make something like that. I’m sure now that you have made a mold you understand undercuts and how to avoid them or work around those situations when you actually have to worry about manufacturability.
And besides, now when you design some cool side maker lights or taillights you will know how to put that water clear resin to use on your one of kind custom parts
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Instead of welding the crank, how bout using a set of Toyota 3sgte rods and offset grind the crank to get 1.5mm more stroke (84.5). No welding and lighter weight. HMMM:D
Turbo Intake Plenum
in Fuel Delivery
Posted
I'm not sure yet. The first one will be CNC machined in to halves and then welded together for testing. I am designing it with casting in mind. The first one is going to be pretty expensive, as it will be out of a big chunk of metal. If I cast them, I would probably make the casting patterns off the CNC prototype. I guess I will have to look into the expense for casting them. I dont know how many people would want a turbo manifold designed to work only with TWM throttle bodies.
Thanks Jeff